EP0796391B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP0796391B1
EP0796391B1 EP95938521A EP95938521A EP0796391B1 EP 0796391 B1 EP0796391 B1 EP 0796391B1 EP 95938521 A EP95938521 A EP 95938521A EP 95938521 A EP95938521 A EP 95938521A EP 0796391 B1 EP0796391 B1 EP 0796391B1
Authority
EP
European Patent Office
Prior art keywords
exhaust
manifold
branches
ports
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95938521A
Other languages
English (en)
French (fr)
Other versions
EP0796391A1 (de
Inventor
Thomas Tsoi Hei Ma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0796391A1 publication Critical patent/EP0796391A1/de
Application granted granted Critical
Publication of EP0796391B1 publication Critical patent/EP0796391B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/14—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having thermal insulation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an exhaust system for an internal combustion engine and is applicable to both spark ignition and diesel engines.
  • a multicylinder engine exhaust manifold system comprising a first manifold having branches leading from individual exhaust ports of the engine to a downpipe, and a second manifold for interconnecting the exhaust ports and also having branches leading to the individual exhaust ports of the engine, the cross-sectional area of each branch of the second manifold facing the exhaust flow from the associated exhaust valve being no less than 25% of the total port area, characterised in the branches of the second manifold, in common with the branches of the first manifold terminate within the ports in close proximity to the exhaust valves, hereby a large proportion of the exhaust flow discharged from the exhaust valve of one cylinder is captured by the associated branch of the second manifold and distributed by the second manifold to the exhaust ports of adjacent cylinders where the exhaust valves are closed and leave the exhaust ports of the adjacent cylinders through the associated branches of the first manifold, scouring the closed ends of the exhaust ports in the process.
  • the invention finds application in diesel engines because the gases reaching the exhaust downpipe after passing through the second manifold and more than one exhaust port spend more time in thermal contact with the engine body and reject more heat to the engine coolant system, thereby permitting more rapid warming of the engine and the vehicle.
  • the invention offers the advantage of reducing hydrocarbon emissions by promoting thermal oxidation in close proximity to the hot exhaust valve by mixing oxygen rich regions of the gases from one cylinder with the hydrocarbon rich regions that tend to remain stagnant in the unscavenged exhaust ports.
  • the second manifold may also be connected to the downpipe of the exhaust system through a valve to vary the proportion of gases that are recirculated through the second manifold in dependence upon the engine operating conditions.
  • the valve may be fully open so that all gases are directly discharged without interchange between the cylinder ports.
  • the exhaust system is fitted with a turbocharger
  • the latter may be connected between the first manifold and the downpipe, while the waste gate may be connected between the second manifold and the downpipe, whereby the waste gate may act as the proportioning valve between the manifolds.
  • the EGR gases may conveniently be taken from the second manifold through an EGR valve so that the gases recirculated to the engine intake system are those drawn from close proximity to the exhaust valves, where the regions with the highest hydrocarbon content tend to collect.
  • the pipes form an interconnecting network similar to this invention, and will function to a small extent as a balancing manifold similar to this invention.
  • they are not effective in producing the desired effects mentioned in this invention namely, enhanced heat transfer from exhaust gas to coolant, and enhanced oxidation between different pockets of the exhaust gas without relying on air injection, because they are not designed to have sufficient cross-sectional area facing the exhaust flow to make use of the dynamic head and distribute at least 25% of the exhaust flow from the discharging cylinder to the exhaust ports of the adjacent cylinders.
  • the recirculated flow in the present invention must be sufficiently large for the desired effects to be useful.
  • Neither one of the prior art proposals provides sufficient facing cross-section area to create the necessary recirculated flows, because the intended flow quantity in their respective application of delivering air or extracting EGR does not require such large flow areas. Indeed, it is undesirable to increase the flow area unnecessarily, because this would result in poor flow distribution between cylinders, inaccurate flow metering and coarse flow control, all of which must be avoided to ensure a refined air injection or EGR system.
  • EP-A-0 247 631 which is believed to represent the most pertinent prior art discloses an exhaust system for use in an internal combustion engine including a plurality of independent passages each connected to an exhaust port of a cylinder, at least one communicating passage is provided to connect the independent passages to each other at points upstream of a junction where the independent passages are joined together.
  • the communicating passage in this case does have an area in excess of 25% of the total port area but it is provided in order to permit the exhaust gases from one cylinder to flow into the independent passages for the other cylinders, enabling the gas temperature to be lowered for the purpose of improving fuel consumption.
  • the design of the communicating passage is different from that of the branches of the second manifold in the present invention in that it does not terminate within the ports in close proximity to the exhaust valves and it does direct the exhaust gases of one cylinder in a manner to scour the ends of the closed exhaust ports of other cylinders.
  • the drawings show an engine having a cylinder head 12 with four cylinders each having two inlet valves 14, two exhaust valves 18 and a spark plug 16.
  • the exhaust valve 18 of each cylinder lead to a common exhaust port 20 from which gases are discharged into two separate manifolds.
  • the first manifold 24 has a common plenum and four individual branches 22 leading from the plenum to the individual exhaust ports 20.
  • a downpipe 26 leads from the common plenum to the ambient through a catalytic converter and a silencer (muffler) which are not shown.
  • the illustrated embodiment also includes a turbocharger 28 arranged in the downpipe 26 and serving to pressurise the air intake.
  • the second manifold 34 has a plenum connected to the individual exhaust ports 20 by branches 32 that also face the exhaust valves 18 and terminate within the exhaust ports 20 near the exhaust valves 18.
  • the cross-section of the branches 32 facing the exhaust flow occupies a minimum of 25% of the cross-sectional area of the exhaust port 20 and a maximum area that depends on the number of cylinders in the bank. In general, if the bank has N cylinders, then the fraction of the exhaust port occupied by the branch 32 of the second manifold should not exceed (N-1)/N. Hence for a bank of 2 cylinders, the branch 32 should not exceed 50% of the port area and for a bank of 4 cylinders, the branch 32 should not exceed 75% of the total port area.
  • the second branches 32 it is preferred to dimension the second branches 32 to be as close as possible to the maximum values given above as this will result in the best flow distribution with the steadiest flow rate through the exhaust ports of all the cylinders.
  • the formula given above for the maximum value of the cross-section of the branch 32 facing the flow discharged from the open exhaust valve ensures that substantial equal flow rates are discharged from the exhaust ports of all the cylinders as a result of the one open valve.
  • the flow is directed through the second manifold not by static pressure but by the dynamic head formed at the entrance of the branch 32 driven by the momentum of the gases discharging from the open exhaust valve.
  • the gases When the gases are subsequently discharged from the common plenum of the second manifold into an exhaust port with a closed valve, the gases follow a U-flow and scour the closed end of the exhaust port to remove any hydrocarbon rich pockets that may otherwise remain stagnant.
  • the recirculation of the exhaust gases through more than one exhaust port before they are ultimately discharged improves the heat transfer between the exhaust gases and the engine coolant allowing the engine coolant to warm up more rapidly, this being particularly important in the case of a diesel engine.
  • the two branches 22, 32 connected to each exhaust port 20 effectively divide the port between them and the geometry of the partition is not critical.
  • one of the branches may be a tube extending into the port as shown in Figure 1, or a partition wall 30 may be formed in the port as shown in Figure 2 to define the individual branches.
  • the important factors are the areas of the branches and that their open ends must face and be located near to the exhaust valves.
  • the plenum of the second manifold 34 is also connected to the downpipe 26 at a point downstream of the turbocharger 28 by way of a proportioning valve 52 which could be the waste gate of the turbocharger 28. Furthermore, EGR gases are drawn from the common plenum of the second manifold 34 past an EGR valve 50.
  • the valve 52 can vary the proportion of gases recirculated to other ports by the second manifold 34.
  • the valve 52 When the valve 52 is fully open, for example, during full load operation, the exhaust gases from both manifolds will be directly discharged to the downpipe. Thus, under high load, only the normal amount of heat is transferred to the engine coolant and there is no danger of overheating the engine.
  • the exhaust system offers two convenient places for locating an exhaust gas oxygen sensor (EGO or HEGO sensor) if one should be required for the engine management system. If it is desired that the EGO sensor respond to the average composition over all the cylinders, then it can be located in the downpipe 26. On the other hand, if it is desired to be able to sense the variations between individual cylinders, then the sensor may be located in the common plenum of the second manifold 34 which sees the discharges from the individual cylinders sequentially.
  • EGO exhaust gas oxygen sensor
  • the throttles in the prior art patent are open at high load to provide the longest path for the exhaust gases so as to improve cooling but are closed under low load whereas, in the present invention, the effect of opening the valve 52 under high load is to allow the exhaust gases collected by the branches of the second manifold to exit to ambient by the shortest path.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (10)

  1. Ein Abgas-Sammelleitungssystem für einen Mehrzylindermotor bestehend aus einer ersten Sammelleitung (24) mit Abzweigungen, die von den individuellen Auspufföffnungen (20) des Motors zu einem Ablassrohr führen und einer zweiten Sammelleitung (34) zur Verbindung der Auspufföffnungen (20), die ebenfalls Abzweigungen (32) haben, die zu den individuellen Auspufföffnungen des Motors führen, wobei die Querschnittsfläche jeder Abzweigung (32) der zweiten Sammelleitung (34) dem Abgasfluss von dem entsprechenden Auslassventil (18) gegenüberliegt, das nicht weniger als 25 % der gesamten Öffnungsfläche beträgt, dadurch gekennzeichnet dass die Abzweigungen (32) der zweiten Sammelleitung (34) zusammen mit den Abzweigungen (22) der ersten Sammelleitung (24) in den Öffnungen (20) enden, in unmittelbarer Nähe zu den Auslassventilen (18), wodurch ein grosser Anteil des Abgasflusses, der vom Auslassventil (18) eines Zylinders abgestossen wird, von der entsprechenden Abzweigung (32) der zweiten Sammelleitung (34) erfasst wird und von der zweiten Sammelleitung (34) an die Auspufföffnungen (20) der benachbarten Zylinder verteilt wird, wo die Auslassventile (18) geschlossen sind und die Auspufföffnungen der benachbarten Zylinder durch die entsprechenden Abzweigungen (22) der ersten Sammelleitung (24) verlassen, wodurch die geschlossenen Enden der Auspufföffnungen (20) in dem Vorgang gereinigt werden.
  2. Ein Abgas-Sammelleitungssystem nach Anspruch 1, in dem die zweite Sammelleitung (24) auch mit dem Ablassrohr des Abgassystems durch ein Ventil (52) verbunden ist, um den Anteil der Gase, die durch die zweite Sammelleitung (34) in Abhängigkeit von der Betriebsart des Motors zurückgeleitet werden, zu verändern.
  3. Ein Abgassystem nach Anspruch 2, ausserdem bestehend aus einem Turboauflader (28), der zwischen der ersten Sammelleitung (24) und dem Ablassrohr verbunden ist, wobei der Turboauflader (28) eine Ablauföffnung hat, die zwischen der zweiten Sammelleitung und dem Ablassrohr verbunden ist, wodurch die Ablauföffnung als das proportionierende Ventil (52) zwischen den Sammelleitungen fungiert.
  4. Ein Abgassystem nach Anspruch 2 oder 3, in dem Abgase zur Zurückführung zum Motoreinlassystem von der zweiten Sammelleitung (34) durch ein EGR-Ventil (50) genommen werden.
  5. Ein Abgassystem nach irgendeinem der vorausgegangenen Ansprüche, in dem der Motor eine Bank mit N-Zylindern hat und in dem die Abzweigungen der zweiten Sammelleitung jeweils so ausgelegt sind, dass sie einen Anteil erfassen, der nicht grösser als (N-1)/N des gesamten Abgasflusses ist, der vom Auslassventil des entsprechenden Zylinders ausgestossen wird.
  6. Ein Abgassystem nach irgendeinem der vorausgegangenen Ansprüche, in dem die Abzweigungen (22, 32) der jeweiligen ersten und zweiten Sammelleitung in der Auspufföffnung durch eine im allgemeinen flache Unterteilungswand gebildet werden, die die Auspufföffnung (20) teilt.
  7. Ein Abgassystem nach irgendeinem der Ansprüche 1 bis 5, in dem die Abzweigungen (22, 32) einer der ersten und zweiten Sammelleitung durch ein Rohr gebildet werden, das sich in die Abgasöffnung erstreckt.
  8. Ein Abgassystem nach irgendeinem der vorausgegangenen Ansprüche mit einem Abgas Sauerstoff-Messfühler, der nahe des Ausgangs der ersten Sammelleitung (24) angebracht ist.
  9. Ein Abgassystem nach irgendeinem der vorausgegangenen Ansprüche mit einem Abgas Sauerstoff-Messfühler, der in einem gemeinsamen Bläser (34) der zweiten Sammelleitung angebracht ist.
  10. Ein Abgassystem nach irgendeinem der vorausgegangenen Ansprüche, in dem die zweite Sammelleitung eine niedrige Wärmekapazität hat und isoliert ist, um den Wärmeverlust auf ein Minimum zu reduzieren.
EP95938521A 1994-12-02 1995-12-01 Brennkraftmaschine Expired - Lifetime EP0796391B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB9424344 1994-12-02
GB9424334 1994-12-02
GB9424334A GB2295647A (en) 1994-12-02 1994-12-02 Engine exhaust manifold system
PCT/GB1995/002810 WO1996017158A1 (en) 1994-12-02 1995-12-01 Engine exhaust system

Publications (2)

Publication Number Publication Date
EP0796391A1 EP0796391A1 (de) 1997-09-24
EP0796391B1 true EP0796391B1 (de) 1999-02-03

Family

ID=10765314

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95938521A Expired - Lifetime EP0796391B1 (de) 1994-12-02 1995-12-01 Brennkraftmaschine

Country Status (5)

Country Link
EP (1) EP0796391B1 (de)
DE (1) DE69507717T2 (de)
ES (1) ES2126950T3 (de)
GB (1) GB2295647A (de)
WO (1) WO1996017158A1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE602004026644D1 (de) 2004-07-02 2010-05-27 Volvo Lastvagnar Ab Anordnung zur steuerung von abgasdruckimpulsen an einem verbrennungsmotor
JP4231510B2 (ja) 2006-05-11 2009-03-04 トヨタ自動車株式会社 内燃機関
DE102015016977A1 (de) * 2015-12-24 2017-06-29 Audi Ag Verfahren und Vorrichtung zum Verbessern eines Abgasverhaltens eines Verbrennungsmotors
US10393001B2 (en) 2017-08-10 2019-08-27 Kohler Co. Marine exhaust system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4342195A (en) * 1980-08-15 1982-08-03 Lo Ching P Motorcycle exhaust system
JPH066899B2 (ja) * 1985-10-30 1994-01-26 マツダ株式会社 タ−ボ過給エンジン
JP2557060B2 (ja) * 1986-05-30 1996-11-27 マツダ株式会社 エンジンの排気装置

Also Published As

Publication number Publication date
GB9424334D0 (en) 1995-01-18
WO1996017158A1 (en) 1996-06-06
DE69507717T2 (de) 1999-06-17
EP0796391A1 (de) 1997-09-24
DE69507717D1 (de) 1999-03-18
ES2126950T3 (es) 1999-04-01
GB2295647A (en) 1996-06-05

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